ST.  LOUIS  &  SOUTH  EASTERN  R.  R. 


SEVEN  PER  CENT 


First  Mortgage  Convertible  Bonds 


PRINCIPAL  AND  INTEREST  PAYABLE  IN  GOLD  IN 
NEW  YORK,  FREE  OF  GOVERNMENT  TAX, 


TWENTY-FIVE  YEARS  TO  RUN. 


COUPON  &  REGISTERED. 


FOR  SALE  BY 

BANKERS  AND  FINANCIAL  AGENTS  OF  THE  COMPANY, 

25  Nassau  St,  New  York. 


385,4- 

Sa339s 


THE  ST.  LOUIS  AND  SOUTH-EASTERN 
RAILWAY. 


President. 

GENERAL  EDWARD  F.  WINSLOW. 

Y ICE— p RESIDENT  ^ECRETARY. 

,  -  -  '  -  Equality,  f IlinoaS^ 

REASURER.  ‘ 

Snaw,neetown,  Illinois. 

^Auditor, 

AARON  G.  CLOUD,  Esq.,  -  McLeanShoro,  Illinois. 

^Attorney.  ,  , 

THOMAS  L,  CASEY,  Esq.,  -  -  -  Mount  Vernon,  Illinois. 

T  RUSTEE. 

BREVET  MAJ.-GEN.  JAS.  H.  WILSON,  U.  S.  A.,  Keokuk,  Iowa. 


JOSEPH  J.  CASTLES,  Esq. 


3  T 

ORVAL  POOL,  Esq, 


s 


vt> 

-S 


J^HIEF 


f- 


NGINEFR. 


COLONEL  E.  C.  RICE,  C. 


E. 


Ov 

jSOARD  OF  PlRECTORS, 

I' 

•4  i.  ORVAL  POOL,  -  Shawneetown,  Illinois, 

"  ;  2.  JAMES  H.  WILSON,  -  -  Brevet  Maj.-Gen.  U.  S.  Army. 

> 3.  JOSEPH  J.  CASTLES,  -  Equality,  Illinois. 

4.  HON.  SAM’L  S.  MARSHALL,  M.  C.,  -  McLeansboro,  “ 

5.  AARON,  G.  CLOUD,  -  - 

6.  RICHARD  W.  TOWNSHEND, 

7.  SAMUEL  K.  CASEY,  -  -  Mount  Vernon,  “ 

8.  WILLIS  D.  GREEN,  M.  D., 

9.  THOMAS  H.  HOBBS,  -  “ 

10.  GEN.  EDWARD  F.  WINSLOW,  -  Davenport,  Iowa 


A  PRIME  SECURITY  AT  A  LOW  PRICE. 


First  Mortgage  Bonds 

OF  *  THE 

ST.  LOUIS  &  SOUTH  EASTERN  R.  R. 

OF'  ILLINOIS. 


COUPON  AND  REGISTERED. 


PRINCIPAL  AND  INTEREST  PAYABLE  IN  GOLD.  INTEREST 
SEVEN  PER  CENT.  GOLD,  PER  ANNUM,  PAYABLE 
IN  NEW  YORK  MAY  AND  NOVEMBER. 

Price  92J  and  Accrued  Interest  in  Currency. 

TWENTY-SEVEN  MILES  NOW  IN  OPERATION,  LEAVING  ONE  HUNDRED 
AND  TWELVE  MILES  TO  BE  COMPLETED. 


In  offering  these  securities  for  sale,  we  beg  to  refer  investors 
to  the  annexed  comprehensive  exhibit  of  the  enterprise  and  its 
promising  future,  signed  by  the  President  of  the  Company, 
General  Edward  F.  Winslow,  and  by  Brevet  Major-General 
James  H.  Wilson,  U.  S.  A.,  one  of  the  Directors  ;  and  also  to 
the  statement  ^appended  thereto,  signed  by  W.  Milnor  Koberts, 
U.  S.  Civil  Engineer,  and  one  of  the  most  distinguished  rail¬ 
road  constructors  of  the  country.  These  gentlemen  are  well- 
known  to  the  country  and  their  friends  for  their  ability,  integrity 
and  honor.  The  accuracy  of  their  statements  may,  therefore, 
be  confidently  relied  upon. 

Any  one  who  will  carefully  study  the  following  pages  cannot 
fail  to  become  convinced  that  this  road,  when  completed,  will 


control  a  large  and  profitable  local  business,  to  say  nothing  of 
its  through  traffic.  It  will,  therefore,  be  able  to  pay,  without 
fail,  the  interest  on  its  bonds,  and  render  the  stock  a  very  profit¬ 
able  investment.  Gross  earnings  at  the  rate  of  3,000  dollars 
per  mile  per  annum,  will  be  ample  to  pay  the  interest  on  its 
debt,  including  the  expense  of  operation  and  repairs.  There  is 
no  completed  road  in  the  State  of  Illinois  which  is  not  earning 
much  more  than  this  sum  per  mile.  The  Company  confidently 
expect  their  road  to  earn  from  seven  to  ten  thousand  dollars  per 
mSe  from  the  time  of  completion. 

This  line,  throughout  its  entire  length,  passes  over  the  richest 
coal  beds  in  Illinois,  now  being  profitably  and  extensively  worked 
at  various  points.  In  view  of  the  large  and  increasing  con¬ 
sumption  of  coal  at  St.  Lous,  and  in  the  adjacent  region,  the 
profits  upon  the  transportation  of  coal  alone  will,  within  the 
limit  of  three  years,  more  than  pay  the  interest  upon  the  entire 
bonded  debt. 

That  part  of  the  road  already  finished  has  been  built  with 
great  economy,  rapidity  and  skill,  under  the  immediate  super¬ 
vision  of  General  Winslow,  a  practical  railway  constructor  of 
experience,  and  it  is  the  intention  of  the  Company  to  complete 
the  road  in  the  shortest  practicable  time. 

These  Bonds  are  issued  under  a  Mortgage  made  to  P.  C.  Cal¬ 
houn,  President  of  the  Fourth  National  Bank,  New  York,  and 
George  Opdyke,  Trustees.  It  is  carefully  drawn  and  duly  re¬ 
corded  in  all  the  counties  through  which  the  road  passes. 

The  total  bonded  debt  on  the  entire  line  of  139  miles  is  limited 
to  $2,250,000,  equal  to  about  $16,000  per  mile,  and  they  can 
only  be  issued  as  the  construction  and  equipment  of  the  road 
progresses. 

For  the  present  we  offer  these  prime  securities  at  the  low 
price  of  921  and  accrued  interest  in  currency — the  Company 
reserving  to  itself  the  right  to  advance  the  price  whenever  it 
may  so  determine. 

After  a  thorough  investigation  of  the  merits  of  this  enter¬ 
prise,  we  confidently  recommend  these  securities  to  our  friends 
and  the  public  as  a  safe  and  profitable  investment. 

GEORGE  OPDYKE  &  CO., 

Financial  Agents  of  the  Company, 

25  Nassau  St.,  New  York. 

January  21,  1870. 


4 


St.  Louis,  Mo.,  Jan.  5th,  1870. 

Gen.  E.  F.  Winslow, 

President  St.  Louis  and  South-Eastern  Railway , 

Sir  : 

Having  carefully  examined  the  profiles,  &c.,  of  the  surveyed 
and  partly-built  route  of  your  road,  extending  from  the  city  of 
St.  Louis  to  the  Ohio  River,  at  Shawneetown,  and  studied  the 
report  made  to  you,  dated  January  1st,  by  your  able  Chief 
Engineer,  E.  C.  Rice,  Esq.,  I  proceed  with  pleasure  to  give  you 
my  views  and  opinion  in  relation  thereto.  It  is  proper  to  state 
that  my  attention  was  particularly  called  to  this  route  more 
than  a  year  ago  by  my  friend,  Major  General  J.  H.  Wilson,  U. 
S.  A.,  who  has  a  lifetime  familiarity  with  the  southern  portion 
of  the  State  of  Illinois,  and  at  a  later  period  by  Mr.  Rice, 
whose  report,  now  before  me,  is  under  consideration.  I  may 
properly  add,  in  this  place,  that  I  have  been  personally  and  in¬ 
timately  acquainted  with  Mr.  Rice  more  than  fifteen  years,  and 
that  I  know  him  to  be  a  very  thorough,  capable  and  reliable 
engineer,  endowed  with  excellent  judgment.  He  is  a  gentleman 
whose  reports  and  estimates  on  other  works  in  Iowa  and  Illi¬ 
nois  and  Indiana  I  have  always  found  to  be  correct,  and  in 
whom  I  have  great  confidence. 

That  portion  of  your  line  extending  from  Ashley ,  at  the  cros¬ 
sing  of  the  Illinois  Central  Railroad  (59  miles  from  St.  Louis,) 
to  the  Ohio  River,  80  miles,  and  especially  the  last  40  miles 
south-eastward  from  McLeanshoro  to  Shaivneetown ,  is  very 
much  more  favorable  than  I  had  assumed  prior  to  the  prelimi¬ 
nary  survey  made  under  the  direction  of  Mr.  Rice.  Indeed, 
the  entire  route  is  remarkable.  The  fact  that  you  are  enabled 
without  deviating  from  a  very  direct  course  to  grade  down  the 
valley  of  the  north  fork  of  the  Saline  River,  with  long  tangents 
and  very  light  work,  is  very  important. 

Taking  the  whole  length,  one  hundred  and  thirty-nine  miles, 


into  view,  I  know  of  no  route  in  the  State  of  Illinois  or  Indiana 
that  offers  so  cheap  a  line.  Its  grades  and  curves  are  very  much 
more  favorable  than  those  of  the  Ohio  and  Mississippi,  the 
maximum  being  under  53  feet  per  mile,  for  short  distances — 
the  longest  only  one  mile,  and  on  most  of  the  route  the  grades 
being  under  thirty  feet  to  the  mile.  The  graduation,  bridging, 
&c.,  over  a  large  portion  of  the  distance  will  be  very  light,  with 
only  two  or  three  miles  of  heavy  work,  and  no  hard  curving. 

There  is  probably  no  other  route  of  its  length  to  be  found  in 
the  general  direction  of  your  road  from  St.  Louis,  possessing  so 
many  advantages.  The  country  it  traverses  is  very  fertile,  and 
most  of  it  is  already  highly  cultivated  and  yielding  large  quan¬ 
tities  of  agricultural  products  annually,  the  great  staple  being 
wheat,  so  that  its  local  trade,  independently  of  the  coal  busi- 
ness,  through  travel,  &c.,  will  be  very  large  as  soon  as  it  shall 
be  opened  to  St.  Louis  at  one  end,  and  to  the  Ohio  River  at  the 
other. 

This  line  will  accommodate  an  extensive  district  which  has 
not  yet  had  the  advantage  of  a  railroad  running  through  it, 
ample  in  area  and  productive  capabilities  for  the  handsome  sup¬ 
port  of  the  road. 

It  is,  however,  much  more  than  a  merely  local  road,  destined 
greatly  to  advance  the  prosperity  of  the  region  through  which  it 
passes,  for  it  is  demanded  as  the  most  direct  and  cheapest  prac¬ 
ticable  through  route  from  St.  Louis  to  Nashville ,  Tennessee, 
by  the  way  of  Shawneetoivn.  It  will  also  constitute  an  impor¬ 
tant  part  of  a  trunk  line  branching  to  Evansville  and  to  Louis¬ 
ville,  and  it  will  come  in  connection  with  the  chain  of  roads  now 
in  course  of  construction  from  Central  Virginia  down  the  Kan- 
hawa  River,  affording  the  shortest  railroad  route  between  St. 
Louis  and  the  Atlantic,  through  Virginia,  to  Norfolk.  Shaw- 
neetown  and  Evansville  are  highly  flourishing  business  centers, 
in  which  the  population  is  rapidly  increasing,  and  Louisville  is 
already  metropolitan  and  growing  very  vigorously.  A  railroad 
connecting  the  city  of  Sfc.  Louis,  with  its  quarter  million  of  in¬ 
habitants,  with  these  thriving  places,  built  at  little  cost,  cannot 
fail  of  success. 


6 


A  glance  at  any  correct  map  showing  the  railroad  lines  of  the 
West  will  also  show  that  there  is  an  unoccupied  field  here  open 
for  the  profitable  investment  of  capital,  in  connection  with  this 
road.  Its  direct  general  route,  its  light  grades,  easy  curves  and 
very  moderate  cost  should  commend  it  to  the  careful  considera¬ 
tion  of  railroad  capitalists,  as  eminently  worthy  of  their  atten¬ 
tion.  In  two  years,  or  by  the  time  this  road  can  he  opened  to 
the  Ohio  River,  the  bridge  across  the  Mississippi,  at  St.  Louis, 
will  be  completed. 

This  will  add  greatly  to  the  value  of  this  road,  and  the  open¬ 
ing  of  the  line  across  the  southern  portion  of  Illinois,  along 
this  route,  will  contribute  largely  to  the  business  of  St.  Louis. 

I  have  no  doubt  that  the  statement  of  your  engineer  is  well 
founded,  and  will  be  verified  in  future,  “  that  the  St.  Louis  and 
South-Eastern  Railway  possesses  enough  within  its  own  limits 
to  render  it  a  very  profitable  investment.” 

By  your  connection  with  the  Illinois  Central  Railroad  at 
Ashley ,  there  can  be  no  question  that  that  Company  will  find 
it  advantageous  to  make  a  running  arrangement  to  carry  passen¬ 
gers  and  freight  by  your  line,  between  St.  Louis  and  Cairo. 

Wishing  you  the  success  which  the  intrinsic  merits  of  your 
enterprize  deserve, 

I  am,  very  respectfully  yours, 

W.  M1LNOR  ROBERTS, 

U.  S.  Civil  Engineer, 

Consulting  Engineer. 


The  St  Louis  and  Southeastern  Railway  Company. 


This  Company  was  organized  at  Mount  Vernon,  Illinois  on 
the  24th  of  March,  1869,  in  pursuance  of  a  special  charter 
granted  by  the  General  Assembly  of  the  State  of  Illinois,  ap¬ 
proved  by  the  Governor  on  the  10th  of  March,  1869.  A  certi¬ 
fied  copy  of  this  charter  is  appended  hereunto,  and  it  is  believed 
that  a  careful  examination  of  its  provisions  will  show  it  to  be 
one  of  the  most  liberal  laws  of  the  kind  ever  granted  by  the 
Legislature  of  the  State.  It  was  drawn  and  perfected  by  gen¬ 
tlemen  of  great  experience  in  such  matters,  and  contains  all  the 
powers  which  experience  has  shown  to  be  necessary  to  the  suc¬ 
cessful  operation  of  the  Company. 

On  the  day  the  Company  was  organized,  they  secured,  by  con¬ 
solidation  and  purchase,  the  perpetual  control  and  use  of  all 
the  rights,  franchises  and  real  estate  owned  by  the  Mount  Ver¬ 
non  and  Ashley  Railroad  Company,  and  also  those  owned  by  the 
u  Shawneetown  and  Eldorado”  Kailroad  Company.  At  the 
same  time  they  granted  to  Gen.  E.  F.  Winslow,  their  Presi¬ 
dent,  full  executive  authority,  and  empowered  him  to  make  all 
the  necessary  arrangements  for  the  construction  and  operation 
of  their  railway. 

Route  of  the  St.  Louis  and  South-Eastern  Railway. 

This  Railway  is  intended  to  run  from  East  St.  Louis,  in  an 
easterly  and  south-easterly  direction,  to  Shawneetown,  a  thriv¬ 
ing  and  important  shipping  point  on  the  Ohio  River.  It  passes 
through  Belleville  and  Mascoutah  in  St.  Clair  County,  Nashville, 
the  county  seat  of  Washington  County,  crosses  the  Illinois  Cen- 


8 


tral  Road  at  Ashley,  20  miles  south  of  the  Ohio  and  Missis¬ 
sippi  Railroad,  running  thence  through  Mount  Yernon,  the 
county  seat  of  Jefferson  County,  McLeansboro,  the  county  seat 
of  Hamilton  County,  and  down  the  rich  valley  of  the  north 
fork  of  Saline  River,  to  Equality,  and  thence  by  a  natural  de¬ 
pression  along  the  old  grade  of  the  Shawneetown  and  Alton 
Road,  to  Shawneetown,  At  this  place  it  is  intended  to  con¬ 
nect  with  the  Shawneetown  and  Madisonville  Railroad,  of  which 
Gen.  Winslow  is  also  the  President,  thus  giving,  with  the  Hen¬ 
derson  and  Nashville  Railroad,  now  nearly  completed,  the  short¬ 
est  and  cheapest  practicable  route  between  St.  Louis  and  Nash¬ 
ville ,  Tennessee. 

The  length  of  this  line  between  St.  Louis  and  Shawneetown, 
as  actually  surveyed,  is  141  miles,  which  may  be  varied  one  or 
two  miles  either  way,  by  actual  location.  Much  of  the  route, 
including  one  section  of  26  miles,  is  on  an  air  line,  and  all  of 
it  through  a  country  remarkably  favorable  to  the  construction 
of  railways.  The  entire  line  is  only  eight  miles  longer  than  an 
air  line,  and  six  miles  longer  than  the  shortest  one  which  could  be 
constructed,  but,  all  things  considered,  it  is  by  far  the  best  that 
can  possibly  be  obtained.  The  road  will  be  divided  into  three 
divisions  for  the  purpose  of  construction,  as  follows  : 

The  first  division,  extending  from  Nashville  to  Mount  Yer¬ 
non,  a  distance  of  27  miles,  is  now  in  the  process  of  construc¬ 
tion,  and  will  be  finished  and  in  operation  by  the  first  day  of 
December. 

The  second  division,  including  that  part  of  the  road  between 
East  St.  Louis  and  Nashville,  is  forty-eight  miles  in  length,  and 
will  ultimately  be  merged  into  the  first  division. 

The  third  division,  extending  from  Mount  Yernon  to  Shaw¬ 
neetown,  is  sixty-five  miles  long,  and  will  ultimately  become 
the  second  division. 

A  careful  survey  has  been  made  of  the  entire  route,  under 
the  direction  of  Col.  E.  C.  Rice,  Civil  Engineer,  late  Chief 
Engineer  of  the  Ohio  and  Mississippi  Road,  also  of  the  St.  Louis 
Yandalia  and  Terre  Haute  Railroad,  and  a  detailed  estimate  ot 
cost  has  been  prepared  therefrom. 


9 


The  entire  distance  from  St.  Louis  to  Nashville,  Tenessee,  by 
the  way  of  the  St.  Louis  and  South-Eastern,  Shawneetown  and 
Madisonville  Eoads,  is  285  miles. 

The  distance  between  these  important  cities  by  way  of  Louis¬ 
ville,  the  only  completed  railway  line,  is  460  miles.  The  com¬ 
pletion  of  that  part  of  the  Nashville  and  Henderson  Road 
between  Madisonville  and  Hopkinsville  in  Kentucky,  will  reduce 
this  distance  to  349  miles,  while  the  construction  of  the  Evans 
ville  branch  of  the  St.  Louis  and  South-Eastern,  will  reduce  it  to 
310  miles.  The  distance  by  the  way  of  J ohnsonville,  Colum¬ 
bus,  Cairo  and  Sandoval,  is  381  miles.  The  distance  by  the 
Iron  Mountain  route  is  377  miles.  By  the  way  of  Union  City, 
Paducah  and  Du  Quoin,  is  364  miles ;  but  it  is  hardly 
necessary  to  consider  this  route,  as  it  will  be  shown  that  that 
part  of  Illinois  lying  between  Paducah  and  the  Illinois  Central 
Railroad,  is  so  mountainous  and  broken  as  to  render  the  con¬ 
struction  of  a  line  of  railway  through  it,  at  any  reasonable  cost, 
entirely  impracticable!  But,  should  these  difficulties  be  ulti¬ 
mately  surmounted,  it  must  be  with  such  heavy  gradients  that 
the  road  could  never  compete  with  lines  more  favorably  located. 
In  addition  to  this,  the  latter  route  has  the  further  disadvantage 
of  crossing  the  Tennessee  River  once,  the  Cumberland  twice, 
and  the  Ohio  once,  and  all  of  them  at  places  comparatively  un¬ 
favorable  for  bridging,  while  the  St.  Louis  and  South-Eastern, 
in  addition  to  being  the  shortest  possible  route,  avoiding  both 
the  Big  and  Little  Wabash,  crosses  only  the  Ohio  and  Cumber¬ 
land,  the  latter  on  a  bridge  already  constructed,  and  the  former 
at  the  most  favorable  place  for  a  bridge  below  the  falls  at  Louis¬ 
ville,  the  river  at  Shawneetown  having  a  rock  bottom. 

Character  of  the  Road-Bed  and  Superstructure. 

It  is  a  well  established  fact  that  much  expense,  not  adding  to 
the  safety  of  passengers,  or  the  economy  of  transportation,  has 
been  incurred  in  the  construction  of  many  of  the  American  and 
nearly  all  of  the  foreign  railways,  and,  as  a  consequence,  they 
have  been  so  loaded  down  with  bonded  debt,  bearing  heavy  rates 


10 


of  interest,  that  no  amount  of  business  within  their  capacity 
could  enable  them  to  pay  dividends  upon  their  stocks.  In  other 
words,  large  sums  have  been  laid  out  in  heavy  grading,  costly 
buildings,  extravagant  salaries  and  fancy  equipment,  which 
might  have  been  saved  to  the  stockholders,  and  otherwise 
profitably  invested.  It  is  the  purpose  of  the  St.  Louis  and 
South-Eastern  Railway  Company  to  avoid  this  vital  error, 
and  to  construct  their  road  upon  principles  which  are  ap¬ 
proved  by  the  best  American  practice.  The  extravagant  and 
unnecessary  outlay  of  capital  will  be  avoided,  as  far  as 
possible,  by  adopting  undulating  gradients,  comparatively 
light  iron,  with  an  increased  number  of  ties,  light  engines, 
and  cheap  but  substantial  bridging  and  buildings.  Experience 
has  shown  that  in  the  construction  of  roads  through  prairie 
country,  where  stone  and  gravel  ballasting  cannot  be  easily  ob¬ 
tained,  it  is  best  for  drainage  to  keep  the  road-bed  above  the 
natural  surface  of  the  ground,  so  that  the  ties  may  rest  in  all 
cases  upon  prairie  mould,  and  not  upon  clay,  which  becomes 
saturated  and  semi-fluid  during  rainy  weather.  The  surveys 
show  that  with  but  a  few  insignificant  violations  of  this  rule  the 
road  can  be  built  so  as  to  have  no  gradients  of  more  than  50 
feet  to  the  mile,  and  for  short  distances  only  ;  and  that  when 
through  connections  are  made  these  can  be  cut  down  at  trifling 
expense  to  40  feet  to  the  mile,  or  less  if  it  is  found  to  be  ad¬ 
visable.  The  ascent  from  the  American  bottom,  near  East 
St.  Louis,  to  the  prairie  plateau  of  Illinois,  is  along  the  valley 
of  a  small  creek,  which  gives  by  far  the  easiest  gradient  that 
has  yet  been  found  from  the  Mississippi  Valley,  in  the  vicinity 
of  St.  Louis,  while  the  approach  to  the  Ohio  river,  is  for  25  miles 
down  the  valley  of  the  North  Fork,  to  Equality,  and  thence  12 
miles  through  a  natural  depression  connecting  the  valley  of  the 
Saline  with  the  Ohio  by  a  gradient  which  nowhere  exceeds  10 
feet  to  the  mile.  The  rise  from  the  Ohio  River  on  the  eastern  side 
is  almost  as  favorable.  The  gauge  will  be  4  feet  8i  inches  ;  em¬ 
bankments  will  be  12  to  15  feet  wide  on  top,  and  have  slopes  of 
one  and  a  half  base  to  one  perpendicular.  The  cuts  are  to  be  26 


11 


feet  wide  at  bottom,  in  earth,  and  20  feet  through  rock,  should 
any  he  encountered.  The  iron,  which  is  to  he  of  the  best  qual¬ 
ity  and  pattern,  is  to  weigh  50  lbs.  to  the  yard,  and  be  laid  upon 
2,640  ties  to  the  mile.  The  engines  are  not  to  exceed  25  tons 
in  weight,  and  to  be  as  nearly  uniform  in  pattern  as  they  can 
be  made.  The  bridging  and  trestle-work,  of  which  there  will 
be  an  unusually  small  quantity,  is  to  be  substantially  and 
durably  constructed.  The  depots,  stations  and  shops  are  all 
designed  upon  the  basis  of  utility  combined  with  economy. 
In  short,  the  managers  of  this  project  are  determined  to  con¬ 
struct  a  road  which  shall  not  only  be  as  perfectly  adapted  to  the 
requirements  of  the  country  through  which  it  passes,  as  modern 
engineering  can  make  it,  but  which  shall  also  afford  to  its  stock¬ 
holders  a  safe  and  profitable  investment  from  the  start. 

Connections  of  the  Road. 

When  the  connections  and  proposed  extensions  of  this  road 
are  considered,  it  will  be  seen  that  it  occupies  and  commands 
the  most  valuable  territory  in  the  West  yet  unsupplied  with 
railroad  facilities.  At  Ashley  it  will  cross  and  connect  with 
the  main  trunk  of  the  Illinois  Central  Railroad,  thus  giving  for 
all  south-eastern  Illinois,  western  Kentucky  and  central  Ten¬ 
nessee,  the  shortest  and  most  direct  route  to  Chicago,  Gralena 
and  St.  Paul,  as  well  as  to  St.  Louis  and  the  far  West.  In 
conjunction  with  the  Illinois  Central,  it  will  also  give  a  short 
and  valuable  connection  for  St.  Louis,  Cairo,  Memphis,  Mobile, 
and  New  Orleans.  From  Mount  Yernon  to  St.  Louis,  a  dis¬ 
tance  of  75  miles,  it  will  eventually  form  the  main  trunk  of 
road  coming  from  Mount  Carmel  and  New  Albany.  This  road 
has  already  been  chartered,  and  as  it  forms  an  important 
link  in  an  east  and  west  line  through  Louisville,  Paris,  Frank¬ 
fort,  Catlettsburg,  the  Kanawha  Valley,  Sulphur  Springs  and 
Richmond,  to  Norfolk,  it  must  ultimately  be  built.  When 
completed  it  will  be  a  successful  rival  of  the  east  and  west  lines 
farther  north,  for  it  will  not  only  be  south  of  the  heavy  snows, 


12 


but  will  have  easier  gradients  over  the  mountains,  and  be 
the  shortest  route  to  the  Atlantic  coast. 

A  Company  has  been  chartered  and  organized  for  the  pur¬ 
pose  of  making  that  part  of  the  line  in  Illinois,  and  will  either 
consolidate  with  the  St.  Louis  and  South-Eastern,  or  make  sep¬ 
arate  arrangements  for  building,  as  soon  as  the  main  trunk  is 
finished  between  Mount  Vernon  and  East  St.  Louis.  This  ex¬ 
tension  to  the  State  Line  at  the  Wabash  River,  is  65  miles  in 
length,  and  is  estimated  to  cost  $1,100,000.  At  McLeansboro 
the  St.  Louis  and  South-Eastern  will  make  a  junction  with  the 
contemplated  road  from  that  place  to  Evansville,  a  flourishing 
city  of  30,000  inhabitants.  The  distance  between  these  points 
is  53  miles,  30  of  which  are  in  Illinois.  It  is  understood  that 
the  City  of  Evansville  will  build  to  and  across  the  Wabash  River, 
and  it  is  estimated  that  $600,^00  will  complete  the  section  be¬ 
tween  that  river  and  McLeansboro.  A  charter  has  been  obtained 
and  a  company  organized  for  the  purpose  of  putting  this  pro¬ 
ject  on  foot.  Assurances  have  been  received  that  this  company 
will  begin  work,  or  make  a  consolidation  on  favorable  terms,  as 
soon  as  communication  with  St.  Louis  is  rendered  reasonably 
certain.  This,  connection  will  give  all  of  south-western  Indi¬ 
ana,  and  that  part  of  Kentucky  tributary  to  Evansville,  direct 
and  rapid  communication  with  St.  Louis  and  the  Pacific  Rail¬ 
roads.  As  before  stated,  the  distance  between  St.  Louis  and 
Evansville  by  this  route,  which  is  aim  st  an  air  line,  is  only  154 
miles,  nearly  50  miles  shorter  than  by  the  Evansville  and  Craw- 
fordville  and  Ohio  and  Mississippi  Roads,  the  route  now  in  use. 
The  St.  Louis  and  South-Eastern  crosses  the  line  of  the  Cairo 
and  Vincennes  Railway  (now  rapidly  approaching  completion) 
in  the  neighborhood  of  Eldorado,  in  Saline  County,  and  in  con¬ 
nection  with  that  road  will  afford  that  section  of  Illinois  rapid 
communication  with  the  eastern  cities,  as  well  as  with  St.  Louis. 

As  before  stated,  the  road  connects  with  the  Shawneetown 
and  Madisonville  Railway  at  Shawneetown,  which,  when  built, 
will  complete  direct  rail  communication  between  St.  Louis  and 
Nashville.  A  glance  at  the  map  will  show  this  to  be  an  exten- 


13 


sion  of  great  value,  not  only  on  account  of  its  local  advantages, 
but  because  it  joins  St.  Louis  and  Nashville,  with  the  vast  in¬ 
terests  of  commerce  and  transportation  centering  in  them,  by 
the  shortest  practicable  line  By  the  construction  of  185  miles 
of  road,  the  entire  railway  system  of  Tennessee,  Alabama, 
Georgia  and  South  Carolina  is  connected  with  that  of  the  West 
and  Northwest.  The  route  selected  for  this  connection  is  that 
which  has  heen  used  by  the  emigrants  from  East  and  Middle 
Tennessee,  North  and  South  Carolina,  Georgia  and  Kentucky, 
in  traveling  to  Illinois  and  Missouri  from  the  earliest  days  of 
the  western  settlements  to  the  present  time.  When  this  is  .con¬ 
sidered,  the  great  wonder  is  that  a  railroad  occupying  this  route 
has  not  already  been  built.  Indeed,  such  a  road  to  run  from 
Shawneetown  to  Alton  was  commenced  more  than  thirty  years 
ago,  but  owing  to  the  financial  troubles  of  that  period  it  was 
abandoned  after  much  of  the  grading  had  been  done. 

From  the  foregoing  statement  it  will  be  seen  that  the  St.  Louis 
and  South-Eastern  Railway  will  be  the  main  stem  of  a  through 
route,  which,  with  its  connections  and  extensions,  will  consti¬ 
tute  the  shortest  and  most  direct  lines  between  St.  Louis  and 
Nashville ,  St.  Louis  and  Evansville ,  and  St.  Louis  and  Louis¬ 
ville.  Touching  the  Mississippi  River  at  the  west,  and  the 
Ohio  farther  east,  with  the  various  steamboat  lines  plying  on 
these  streams,  it  will  offer  peculiar  advantages  for  the  shipment 
of  flour,  wheat,  tobacco  and  pork  to  eastern  and  southern  mar¬ 
kets 


Condition  of  the  Work  of  Construction. 

First  Division. — This  division  embraces  that  portion  of  the 
road  lying  between  Nashville,  Ashley  and  Mount  Yernon,  27 
miles  in  length.  The  right  of  way  has  been  secured,  and  the 
graduation  and  bridging  of  this  section  are  now  substantially 
completed,  the  ties  are  contracted  for  and  mostly  delivered, 
the  iron  has  been  bought  and  shipped  ;  two  engines  and  the 
necessary  amount  of  rolling  stock  have  been  ordered,  and  it  is 


14 


confidently  expected  that  by  the  1st  day  of  December,  at  far¬ 
thest,  this  part  of  the  road  will  be  in  successful  operation. 

The  Second  Division — embracing  that  part  of  the  road  be¬ 
tween  East  St.  Louis  and  Nashville,  has  not  yet  been  begun, 
though  the  control  of  the  route  has  been  definitively  secured,  and 
the  right  of  way  is  being  obtained.  Washington  County  has 
authorized  and  subscribed  $200,000  to  the  Company's  stock  ; 
St.  Clair  County  is  to  vote  on  the  2d  of  December,  and  will 
subscribe  an  at  least  equal  sum.  It  is  the  expectation  of  the 
Company  to  construct  and  put  this  section  in  running  order  as 
early  as  possible  next  season. 

The  Third  Division — extends  from  Mount  Yernon  to  Shaw- 
neetown.  The  Company  has  not  yet  begun  work  upon  this 
division,  but  it  has  secured,  by  purchase,  12  miles  of  an  excel¬ 
lent  railway  grade,  extending  from  Shawneetown,  to  Equality  ; 
'  a  subscription  *  of  $100,000  from  Gallatin  County,  $25,000 
from  the  City  of  Shawneetown  and  $200,000  from  Hamilton 
County.  As  soon  as  the  necessary  arrangements  for  iron  can  be 
made,  the  section  between  Equality  and  Shawneetown  will  be 
completed  and  put  in  operation,  and  as  soon  thereafter  as  cir¬ 
cumstances  will  permit,  connection  will  be  made  between  the 
different  sections,  and  the  entire  line  completed. 


Resources  and  Financial  Condition  of  the  Company. 

The  capital  stock  of  the  Company,  which  is  to  be  divided 
into  shares  of  one  hundred  dollars  each,  is  $3,000,000,  but  this 
sum  may  be  increased,  when  necessary,  to  $10,000,000,  in¬ 
cluding  thirty  thousand  shares  of  preferred  stock  and  mort¬ 
gage  bonds ,  in  such  amounts  and  value  as  may  be  deemed  best. 
But  in  building  the  main  line  they  do  not  contemplate  the  issu¬ 
ance  of  more  than  the  minimum  quantity  of  stock  named 
above. 

*  Note. — All  the  subscriptions  obtained  east  of  the  Illinois  Central  Rail¬ 
road,  are  in  the  nature  of  donations  to  the  Company,  upon  the  condition  that  the 
road  shall  be  built  within  a  reasonable  time. 


15 


The  following  subscriptions  have  been  made  and  entered 
upon  the  Company’s  books  : 


From  the  City  of  Shawneetown,  in  City  Bonds _ $25,000 

From  Gallatin  County,  in  7  per  cent.  County  Bonds..  100,000 
From  Hamilton  County,  “  “  “  200,000 

From  Jefferson  County,  in  8  per  cent.  County  Bonds.  _  100,000 

u  “  “  15,000  acres  of  land  a  $5 _  75,000 

From  Washington  County,  in  County  Bonds _  200,000 

In  addition  to  this  12  miles  of  grading  with  the  right 
of  way  in  Gallatin  County,  and  16  miles  of  grading 
with  the  right  of  way  in  Jefferson  County,  have 
been  acquired  at  a  nominal  price,  which  may  be 
estimated  at . . . .  200,000 

$900,000 


i 


It  is  confidently  expected  that  St.  Clair  County,  the  city  of 
Belleville,  and  the  town  of  Mascoutah,  will  subscribe  $200,000, 
and  the  city  of  St.  Louis  at  least  $100,000. 

The  subscriptions,  which  are  made  in  the  nature  of  a  bonus 
or  donation,  are  payable  in  bonds  generally  on  the  completion 
of  the  road  through  the  respective  counties,  or  some  particular 
part  thereof,  and  in  view  of  the  fact  that  these  counties  have 
no  debt  whatever,  and  that  the  charter  and  the  laws  of  Illinois 
provide  for  the  assessment  and  collection  of  the  necessary  tax 
to  provide  a  sinking  fund  and  to  pay  the  interest  upon  the 
bonds,  they  are  regarded  as  being  almost  as  good  as  cash.  In  this 
connection  it  may  not  be  amiss  to  state  that  the  last  general 
assembly  of  Illinois  enacted  a  law  which,  for  the  period  of  ten 
years,  gives  to  any  county,  city,  or  town  making  subscriptions 
to  railroads,  all  the  taxes  on  the  assessed  values*  in  excess  of 
those  assessed  in  1868,  for  the  payment  of  the  interest  on  their 
railroad  bonds,  and  makes  it  the  duty  of  Auditor  of  the  State  to 
collect  and  pay  over  to  the  bondholders  the  taxes  thus  arising. 

*  The  recent  assessment  of  Hamilton  County  shows  an  increase  on  the  valuation  of 
1868  of  $228,627.  Other  counties  not  yet  heard  from. 


16 


The  same  act  also  remits  all  taxation  for  the  period  of  ten 
years ,  which  would  otherwise  accrue,  upon  the  property  of  rail¬ 
roads  begun  subsequent  to  the  passage  of  this  law. 

No  mortgage  bonds,  except  $15,000  per  mile  on  that  part 
of  the  road  now  in  progress,  have  yet  been  issued,  and  none 
will  be  issued  hereafter  except  upon  sections  of  the  road  actu¬ 
ally  in  the  process  of  construction.  In  no  event  will  the  Com¬ 
pany  issue  more  stock  or  bonds  than  are  actually  required  to 
construct,  equip,  and  put  the  road  and  its  branches  in  success¬ 
ful  operations. 


Earnings  of  the  Road. 

From  the  earnings  of  other  railroads  in  the  W est,  less  favor¬ 
ably  situated,  passing  through  regions  less  populous  and  pro¬ 
ductive,  it  may  be  safely  assumed,  as  will  be  shown  hereafter, 
that  the  gross  receipts  of  this  railway  will  not  be  less  than  ten 
thousand  dollars  per  mile  the  first  year,  and  that  a  steady 
annual  increase  may  be  expected  thereafter. 

At  $10,000  per  mile  the  140  miles  from  St.  Louis 


to  Shawneetown,  will  yield _ $1,400,000 

Against  this  must  be  charged — 

60  per  cent  for  operating  expenses _ $846,000 

Interest  on  Bonds  at  7  per  cent,  gold _  199,850 

Government  tax  on  interest _  9,993 

- $1,049,843 

Leaving  as  net  earnings _ 350,157 


From  which  deducting  government  tax  we  have  left,  331,450 

which,  distributed  as  dividends,  will  amount  to  eleven  per  cent, 
on  the  entire  capital  stock  of  the  Company  ! 

The  Resources  of  the  Country  through  which  the 

Road  passes. 

In  addition  to  the  large  freight  and  passenger  traffic  which 
already  exists  between  Chicago  and  St.  Louis  on  the  one  side, 
and  Kentucky,  Tennessee  and  Georgia  on  the  other,  by  various 


17 


roundabout  lines,  tbis  road  must  command  and  largely  develop 
a  local  trade  in  the  rich  counties  through  which  it  runs.  An 
inspection  of  the  map  herewith,  will  show  that  there  is  but 
one  line  of  railway  completed  in  that  part  of  the  State  lying 
south  of  the  Ohio  and  Mississippi  Railroad  ;  in  other  words, 
that  one-fourth  of  the  State,  or  a  region  nearly  twice  as  large 
as  both  Massachusetts  and  Connecticut,  is  almost  entirely  with¬ 
out  railroad  facilities.  This  region  is  mostly  covered  with 
prairie,  except  in  a  tier  of  counties  bordering  the  Ohio  and 
Wabash  rivers,  which  were  originally  covered  with  dense  forests 
of  valuable  timber.  White  oak,  ash,  black  walnut,  maple, 
sycamore,  cypress,  poplar,  hickory,  and  pecan,  are  still  more 
abundant  than  in  any  other  part  of  the  West,  and  must  ulti¬ 
mately  be  in  great  demand  both  for  local  and  foreign  manufac¬ 
ture.  The  surface  of  the  country  is  level,  or  gently  undulating, 
offering  no  obstruction  to  the  construction  of  railroads,  except 
in  the  southern  portion,  which  is  broken  into  a  series  of  pre¬ 
cipitous  ridges  and  valleys  by  the  eastern  continuance  of  the 
Ozark  Mountains,  *  which  cross  the  Mississippi,  near  Grand 
Tower,  running  nearly  due  east  to  the  Ohio,  near  Shawneetown. 

The  soil  of  Southern  Illinois  is  unsurpassed  by  that  of  any- 
other  region  for  arability  and  fertility.  The  climate  is  like 
that  of  Virginia  and  Kentucky,  mild  in  wrinter,  (the  snow 
rarely  ever  lying  on  the  ground  longer  than  three  days),  and  not 
excessively  hot  in  summer.  Wheat,  corn  and  oats  are  pro¬ 
duced  in  great  quantities  and  cannot  be  surpassed  in  quality. 
Castor  beans  and  tobacco  are  also  grown  in  abundance  and 
largely  exported.  The  climate  and  soil  seem  peculiarly  adapted 
to  fruit  growing.  Apples,  peaches,  pears,  grapes,  and  all 
kinds  of  berries  flourish,  and  never  fail  to  yield  an  ample  re¬ 
turn  to  the  producer.  The  country  is  well  watered  by  streams 
of  considerable  size,  affording  admirable  sites  for  mills  and 
manufactories  of  all  kinds.  Coal,  salt  and  other  valuable 
minerals  abound,  while  good  lands  and  improved  farms  can 
be  bought  at  lower  rates  per  acre  than  any  where  else  east  of 

*  A  road  joining  Paducah  and  St.  Louis  must  pass  through  this  region,  and  must 
cost  five  to  six  times  as  much  per  mile  as  the  St.  Louis  and  South-Eastern. 


18 


the  Mississippi  River.  In  fact,  Southern  and  South-eastern 
Illinois  needs  nothing  but  railways  to  make  it  one  cf  the  most 
flourishing  and  prosperous  regions  in  the  United  States.  The 
St.  Louis  and  South-eastern  Railway  running  through  it  in  its 
longest  direction,  will  divide  it  into  two  nearly  equal  parts. 
The  aggregate  area  of  St.  Clair,  Washington,  Jefferson,  Hamil¬ 
ton,  Saline  and  Gallatin  counties,  is  nearly  three  thousand 
square  miles,  the  aggregate  population  in  1868,  was  104,374, 
and  cannot  be  less  than  115,000  now.  Their  aggregate  taxable 
values  were  $17,942,160,  and  are  now  estimated  at  $20,500,000. 
The  real  values  are  in  excess  of  $50,000,000. 

Opposite  St.  Louis  there  are  immense  deposits  of  superior 
bituminous  coal,  which  are  worked  in  veins  from  six  to  eigdit 
feet  thick,  for  20  miles  east,  and  the  present  railroad  from 
Belleville  transports  annually  over  six  million  of  bushels  to  the 
river.  The  line  of  this  road  will  pass  over  the  richest  and  most 
available  beds  of  this  coal,  which  will  be  immediately  opened. 
Within  five  years  the  profits  upon  carrying  coal  will  pay  the 
interest  on  the  ivliole  debt  of  the  Company.  The  Missouri  iron 
will  be  worked  almost  entirely  by  these  coal  deposits.  St.  Louis 
now  consumes,  annually,  20,000,000  bushels  from  this  same 
coal  field. 

•The  line  of  this  road  passes  through  the  centre  of  that  cele¬ 
brated  wheat  region,  in  Illinois,  from  which  the  extensively 
known  and  highly  valued  St.  Louis  flour  is  obtained.  Within 
20  miles  of  Belleville  are  located,  and  in  daily  operation,  the 
best  flouring  mills  in  the  West,  manufacturing  above  150,000 
barrels  each  month. 

The  city  of  Belleville  has  12,000  inhabitants,  is  increasing 
rapidly,  and  is  largely  engaged  in  manufacturing.  The  rail¬ 
road  connecting  it  with  St.  Louis,  only  14  miles  in  length,  earns 
yearly  from  $200,000  to  $300,000  after  paying  all  expenses. 

Mascoutah  has  3,000  inhabitants,  and  mills  producing  from 
800  to  1,000  barrels  of  flour  per  day. 

Nashville  has  about  2,000  inhabitants,  and  three  mills  pro¬ 
ducing  daily  from  600  to  800  barrels  of  flour. 

Mount  Vernon  is  a  thriving  town,  handsomely  situated  and 


19 


noted  for  its  mineral  springs,  good  society,  and  excellent  schools. 
It  has  a  population  of  1,800,  and  is  rapidly  improving.  The 
supreme  court  of  the  State  for  the  southern  district  hold 5  its 
sessions  here. 

McLeansboro’ ,  the  county  seat  of  Hamilton  County,  is  the 
centre  of  a  rich  agricultural  region,  and  has  a  population  of 
about  1,000. 

Equality  has  a  population  of  800,  is  situated  on  the  north  fork 
of  the  Saline  river,  in  a  region  abounding  in  salt  and  coal.  The 
salt  works  near  that  place,  and  on  the  line  of  the  road,  owned 
by  Messrs.  Castles  &  Temple,  have  been  in  operation  over  60 
years,  are  now  turning  out  800  barrels  of  salt  per  month,  to 
supply  local  demand,  and  when  cheap  transportation  can  be 
had,  their  capacity  can  be  developed,  without  sinking  new  ivells, 
to  any  'possible  extent . 

Shawneetown  is  an  incorporated  and  growing  city  of  2,500 
inhabitants,  situated  on  the  Ohio  river,  8  miles  south  of  the 
mouth  of  the  Wabash,  250  miles  below  Louisville,  and  125 
above  Cairo.  It  has  a  good  steamboat  landing  and  paved  levee, 
and  with  excellent  coal,  kaolin,  iron,  plastic  clay  and  valuable 
timber  in  its  vicinity,  offers  unusual  facilities  for  manufacturing. 
It  annually  ships  immense  quantities  of  produce  and  provisions, 
all  of  which  is  at  present  hauled  from  the  surrounding  country 
upon  wagons.  From  8,000  to  10,000  hogsheads  of  tobacco 
alone  are  thus  brought  yearly  to  this  place,  and  shipped  by 
water  to  eastern  markets. 

This  brief  enumeration  of  the  resources  of  the  country  is 
enough  to  show  that  the  estimate  of  earnings  for  the  first  sea¬ 
son  after  the  opening  of  the  road  is  not  exaggerated,  but  may 
be  confidently  relied  upon.  When  we  consider  in  addition  the 
great  natural  advantage  of  the  route  as  a  u  through  line/'  the 
vast  mineral  resources,  salubrious  climate,  and  surpassing  attrac¬ 
tions  offered  to  immigration  and  enterprise  by  the  country  trib¬ 
utary  to  the  road,  it  will  be  easy  to  perceive  that  its  completion 
will  greatly  augment  the  increase  of  trade,  population  and  pro¬ 
ductions,  and  that  the  Company  may  safely  count  upon  a  cor¬ 
responding  increase  of  business  and  earnings. 


20 


The  following  table,  showing  the  annual  earnings  of  the 
Chicago  and  North-Western  Eailroad  for  the  last  five  years, 


will  illustrate  the  foregoing  : 

Years. 

Earnings.  No.  of  Miles  Operated. 

Rate  per  Mile. 

1864-5 

$6,820,749 

861 

7.921 

1865-6 

8,243,840 

936 

8.807 

1866-7 

10,161,735 

1,021 

9.952 

1867-8 

12,610,492 

1,151 

10.956" 

1868-9 

14,000,000 

1,151 

12.163 

Attention  is  also  invited  to  the  following  table,  showing  the 

increase  of  tonnage  on  four  prominent  western 

roads  for  the 

past  five  years,  which  shows  that  the 

above  illustration  of  in- 

crease  is  not  an  exceptional  one  : 

Illinois  Central  Chicago,  Alton 

Chicago,  Bock 

; Chicago,  Burling- 

Illinois  oentrai.  i  &  st.  Louis. 

Island  &  Pacific. 

,  j  ton  &  Quincy. 

1865 . 

1,034,946  1  511,011 

472,657 

737,511 

1866 . 

1,153,175  636,360 

459,986 

821,883 

1867 . 

1,300,835  ,  750,657 

598,714 

971,374 

Mortgage  Bonds. 

The  first  and  only  Mortgage  Bonds  are  limited  to  $15,000  per 
mile,  and  are  secured  by  a  mortgage  upon  the  entire  road  and 
superstructure,  and  amount,  in  the  aggregate,  to  two  million 
two  hundred  and  fifty  thousand  dollars  ;  but  they  will  be  sold 
for  the  different  divisions  separately,  and  only  as  the  work 
progresses.  They  will  constitute  the  only  incumbrance  upon 
the  road,  and  no  more  of  them  will  be  sold  than  are  actually  re¬ 
quired,  in  addition  to  the  capital  stock  of  the  Company,  to  build 
and  equip  the  main  line  from  East  St.  Louis  to  Shawneetown. 

The  Bonds  run  twenty-five  years,  from  the  first  day  of 
October,  1869,  are  payable  in  gold  coin,  are  convertible  at  any 
time  into  the  capital  stock  of  the  Company,  and  have  the 
benefit  of  a  sinking  fund. 

They  bear  interest  at  the  rate  of  7  per  cent,  per  annum,  pay¬ 
able  semi-annually,  at  the  agency  of  the  Company,  in  New 
York,  on  the  first  day  of  May  and  November  of  each  year,  in 
gold  coin,  free  from  government  tax. 

EDWAKD  F.  WINSLOW,  President. 

J.  H.  WILSON,  Bv’t  Moj.-Gen.  U.  S.  A .,  Director. 
August  31st,  1869. 


21 


-A.  Is  3E*  23  3NT  33  I  2SI.  -A.. 


St.  Louis  and  South-Eastern  Railway. 

CHIEF  ENGINEER’S  OFFICE, 

Ashley ,  7Z£sv  August  20th , 

Gen’l  E.  F.  Winslow, 

President  St.  L.  Sf  S.  E.  R.  W. 


Sir  : 

I  have  the  honor  to  present  the  following  brief  Eeport 
upon  the  St.  Louis  and  South-Eastern  Eailway  : 

This  line  offers  the  most  direct  railroad  line  possible  between 
St.  Louis,  Nashville  and  the  South-East,  and  eventually  will 
form  a  part  of  an  East  and  West  line,  through  Louisville, 
Frankfort  and  White  Sulphur  Springs,  to  the  East,  which, 
when  completed,  will  be  a  successful  rival  of  East  and  West 
lines  North,  for  it  will  have  the  advantages  of  being  South  of 
the  snow  line,  of  light  grades  over  the  mountains,  and  of  being 
the  shortest  route  to  the  Atlantic  coast. 

The  St.  Louis  and  South-Eastern  Eailway,  commencing  at 
East  St.  Louis,  passes  through  the  flourishing  towns  of  Belle¬ 
ville,  Mascoutah,  Nashville,  Mt.  Yernon,  McLeansboro  and 
Equality  to  Shawneetown  on  the  Ohio  Eiver,  and  through  a  very 
fine  farming  region. 

It  will  be  sustained  by  the  local  trade  and  travel  of  over 
3,000,000  acres  of  rich  agricultural  land,  and  by  the  rich  and 
extensive  coal  veins  existing  at  the  termini  of  the  road. 

As  a  local  road,  alone,  it  possesses  enough  within  its  own  limits 
to  render  the  money  it  will  cost  a  safe  and  profitable  investment. 
The  short  road  from  Belleville  to  East  St.  Louis,  now  in  opera¬ 
tion,  pays  yearly  about  $14,000  per  mile  net. 

At  Ashley  the  St.  L.  &  S.  E.  E.  W.  crosses  the  Illinois  Cen¬ 
tral  Eailroad,  which  gives  a  connection  with  Chicago,  Northern 
Illinois  and  Iowa,  and  Cairo,  and  the  South. 

At  Mt.  Vernon  the  Louisville  road  will  commence.  This, 
when  done,  will  command  the  carrying  business  of  central  Ken¬ 
tucky,  and  will  give  a  good  St.  Louis  and  Cincinnati  line. 
Louisville  and  Indiana  will  build  to  the  Wabash  Eiver. 


22 


Estimate  of  Cost  of  Road  from  tlie  Wabash  River  to  Mt.  Vernon. 
Distance  65  miles. 


Earthwork,  600,000  cubic  yards.. 
Pile  bridging,  4,000  lineal  feet — 

Truss  “  500  “  “ _ 

70  miles  of  track  superstructure. 

W ater  stations,  fixtures,  &c - 

Depots _ 

Engine  house,  machine  shops,  &c 

Engineering _ 

Land  damages _ 

Contingencies _ _ 


_ at  30c.,.. $180, 000 

_ “  $8 _  32,000 

_ “  $40 _  20,000 

at  $10,000 _  700,000 

_  6,000 

_  12,000 

_ _  50,000 

_  20,000 

_  10,000 

_  70,000 

Total,  $1,100,000 


A  road  is  proposed  from  Evansville  to  McLeansboro,  the  city 
of  Evansville  building  west  to  the  Wabash  River. 


Estimated  Cost  of  Road  from  the  Wabash  River  to  McLeansboro. 
Distance  30  miles. 


Earthwork,  500,000  cubic  yards. 
Pile  bridging,  2,000  lineal  feet.. 
Truss  “  500  “  “ 

33  miles  of  track  superstructure. 

Water  stations _ 

Depots _ 

Engine  house,  &c _ 

Engineering _ 

Land  damages _ 

Contingencies _ 


_ at  30c.,.. $150, 000 

_ “  $8 _  16.000 

_ “  $40 _  20,000 

at  $10,000 _  330,000 

_  3,000 

_  6,000 

_  20,000 

_  10,000 

_ _ 5,000 

_  40,000 

Total,  $600,000 


From  Shawneetown  to  Madisonville  there  is  about  45  miles 
of  road  to  be  built  to  connect  with  the  Henderson  and  Nashville 
Railroad,  Tenn. 

Estimate  of  Cost.  Distance  45  miles. 


Earthwork,  600,000  cubic  yards.. 

Pile  bridging,  5,000  lineal  feet _ 

50  miles  of  track  superstructure. 

Water  stations - 

Depots _ 

Engine  house,  machine  shops,  &c 

Engineering _ _ _ 

Land  damages _ 

Contingencies _ 


_ at  30c.,..  $180, 000 

_ “  $8 _  40,000 

at  $10,000 _  500,000 

_  5,000 

_  20,000 

. . .  50,000 

_  20,000 

_  10,000 

. _ ... .  75,000 

Total,  $900,000 


Respectfully  submitted, 


E.  C.  RICE, 


Chief  Engineer . 


23 


APPENDIX  B. 

An  Act  to  incorporate  the  St.  Louis  and  South-Eastern 
Railway  Company  ; 

Section  1.  Be  it  enacted  by  the  People  of  the  State  of 
Illinois,  represented  in  the  General  Assembly  :  That  Orval  Pool, 
James  H.  Wilson,  Joseph  J.  Castles,  Samuel  S.  Marshall, 
Aaron  G-.  Cloud,  Richard  W.  Townshend,  Samuel  K.  Casey, 
Willis  D.  Green,  Thomas  II.  Hobbs,  and  Edward  F.  Winslow, 
and  such  other  persons  as  they  may  associate  with  them  for  the 
purpose  of  this  Act,  are  hereby  constituted  a  body  corporate 
and  politic,  by  the  name  and  style  of  The  St.  Louis  and  South- 
Eastern  Bailway  Company,  with  perpetual  succession,  and 
by  that  name  and  style  shall  be  capable,  in  law,  of  taking,  pur¬ 
chasing  and  holding,  leasing,  selling  and  conveying  estate  and 
other  property,  whether  real,  or  personal,  or  mixed,  so  far  as  the 
same  may  be  necessary  to  carry  into  full  effect  the  purposes 
hereinafter  mentioned,  and,  in  their  corporate  name,  may  sue 
and  be  sued,  have  a  common  seal,  and  may  have  and  exercise  all 
powers,  rights,  privileges  and  immunities  which  are  or  may  be 
necessary  to  carry  into  effect  the  objects  and  purposes  of  this 
Act,  as  the  same  are  herein  set  forth. 

Sec.  2.  The  said  railway  company  shall  have  full  power  to 
locate,  construct,  furnish,  maintain  and  operate  a  railway,  with 
one  or  more  tracks,  across  the  whole  State  of  Illinois,  from  the 
bank  of  the  Mississippi  River,  opposite  the  City  of  St.  Louis, 
in  Missouri,  thence  to  Mt.  Vernon,  in  Jefferson  County,  Illinois, 
thence  to  McLeansboro,  in  Hamilton  County,  thence  to  Equal¬ 
ity,  and  thence  to  Shawneetown,  on  the  Ohio  River,  and  for  this 
purpose  are  authorized  to  lay  out  their  said  road,  or  railway, 
not  exceeding  one  hnndred  and  fifty  feet  through  its  whole 
length,  and  for  the  purpose  of  cutting  embankments,  depot 
grounds,  and  other  necessary  uses,  including  sidings  and 
branches  not  exceeding  ten  miles  in  length,  may  take  as  much 
more  land  as  may  be  required  for  the  construction,  security 
and  business  of  the  said  railway. 

Sec.  3.  The  capital  stock  of  said  railway  company  shall  be 
three  millions  of  dollars,  which  may  hereafter  be  increased  by 
a  vote  of  the  majority  in  interest  of  the  stockholders  at  any 
meeting  called  for  such  purpose,  to  any  amount,  not  exceeding 
ten  millions  of  dollars,  and  such  capital  stock  shall  be  divided 
into  shares  of  one  hundred  dollars  each  : 


No  stockholder 


24 


shall  he  held  liable  for  the  debts  or  other  liabilities  of  the  com¬ 
pany  beyond  the  amount  of  stock  for  which  they  may  have 
subscribed. 

Sec.  4.  The  stock  of  said  company  shall  he  deemed  per¬ 
sonal  property,  and  may  he  issued,  certified,  transferred  and 
registered  in  such  manner,  and  at  such  place  as  may  he 
ordered  and  provided  by  the  hoard  of  directors,  who  shall  have 
power  to  require  the  payment  of  stock  subscribed,  in  the  man¬ 
ner,  at  the  time,  and  in  such  sums,  as  they  may  direct,  and  on 
the  neglect  or  refusal  on  the  part  of  the  stockholders,  or  any  of 
them,  to  make  payment  on  the  requisition  of  the  hoard  of  di¬ 
rectors,  the  shares  of  stock  delinquent  or  so  unpaid,  may,  at 
the  option  of  said  board  of  directors,  after  thirty  days  public 
notice,  be  sold  at  public  auction,  under  such  rules  as  the  direc¬ 
tors  may  adopt  ;  the  surplus  money,  if  any  remains,  after  de¬ 
ducting  the  payment  due,  with  interest  and  cost  of  sale,  to  he 
paid  to  the  delinquent  stockholder  ;  or  the  directors  may  com¬ 
mence  proceedings  at  law  for  the  collection  of  any  and  all 
amounts  duly  subscribed  and  unpaid. 

Sec.  5.  The  immediate  government  and  direction  of  said 
company  shall  he  vested  in  ten  directors,  who  shall  be  chosen 
annually  by  the  stockholders,  and  hold  their  offices  until  a  new 
hoard  is  chosen  and  qualified. 

Until  a  first  choice  of  directors,  the  corporators  above  named 
shall  constitute  the  hoard  of  directors,  with  power  to  fill  vacan¬ 
cies  and  discharge  all  the  duties  which  might  he  vested  in  a 
hoard  of  directors,  as  herein  provided,  and  six  of  the  corporators 
shall  he  a  quorum,  and  may,  at  any  time  after  the  passage  of 
this  act,  cause  hooks  to  he  opened  for  subscriptions  to  the  capital 
stock  of  the  company,  at  such  time  or  times,  and  place  or  places, 
according  to  such  conditions  and  regulations,  and  under  the 
supervision  of  such  persons  as  they  may  direct. 

The  corporators  and  directors  shall  choose  one  of  their  number 
as  president,  and  select  a  secretary,  and  treasurer,  each  of 
whom  shall  he  a  stockholder  in  the  company. 

Sec.  6.  All  the  corporate  powers  of  said  company  shall  he 
vested  in,  and  exercised  by,  the  hoard  of  directors,  a  majority 
of  whom  shall  constitute  a  quorum  for  the  transaction  of  all 
business,  and  shall  have  power  to  appoint  such  other  officers, 
agents,  or  servants,  as  they  may  deem  necessary. 

Vacancies  in  the  board  may  be  filled  by  a  majority  of  those 
remaining,  such  appointees  to  remain  in  office  until  the  success¬ 
ors  of  the  then  board  shall  he  qualified. 

The  annual  election  of  directors  shall  be  held  on  the  second 
Tuesday  in  February  in  each  year,  or  on  such  other  day  as  may 
be  ordered  by  the  board,  at  such  place  as  may  be  provided  by 


25 


the  directors,  thirty  days'  notice  being  given  by  publication  in 
one  or  more  newspapers  published  on  the  line  of  said  railway. 

Sec.  7.  At  any  election  for  choosing  directors,  or  for  other 
purposes,  each  share  of  stock,  unless  otherwise  directed  and  pro¬ 
vided  by  the  board  of  directors,  after  due  notice  and  action 
thereon,  by  three-fourths  cf  the  whole  number  of  directors,  shall 
be  entitled  to  one  vote,  to  be  given  either  in  person  or  by  proxy, 
and  those  persons  receiving  the,  highest  number  of  votes,  each 
being  voted  for  directly,  shall  >be  ’declared  duly  elected,  and  shall 
hold  their  offices  until  the  next-  annuel  election,  and  until  their 
successors  are  elected  and  qualified. 

All  elections  of  directors  shall  be  conducted  by  three  stock¬ 
holders  chosen  by  those  present. 

Sec.  8.  The  board  of  directors  are  hereby  authorized,  for 
and  in  behalf  of  said  company  to  borrow  money-fro^o.  time  to 
time,  on  the  credit  of  the  company,  at  any  rate  of* interest  not 
exceeding  ten  per  centum  per  annum,  for  the  purposes- e>f con¬ 
struction,  equipment,  and  machinery,  and  other  purp6se&,  -as 
necessities  may  arise,  and  may  issue  its  corporate  bonds  therefore 
in  denominations  not  less  than  one  hundred  dollars,  with  coupons 
attached  for  the  interest,  and ,  to  secure  the  payment  thereof, 
with  the  interest  that  may  accrue  thereon,  may  mortgage  their 
corporate  property,  or,  franchises,  or  both,  or  may  convey  the 
same  by  deed  of  trust,  for  said  purposes. 

And  the  directors  may  cause  to  be  issued,  when  in  their 
judgment  the  same  may  be  necessary,  certificates  of  stock,  which 
shall  be  duly  registered,  signed  and  executed,  which  shall  be 
called  and  held  preferred,  and  to  which  stock  certificates,  and  to 
the  holders  thereof  shall  be  given  such  rights,  privileges,  and 
immunities,  as  may  be  deemed  best  for  the  interests  of  the 
railway. 

Provided  the  whole  amount  of  such  preferred  stock  shall  not 
exceed  thirty  thousand  shares  of  one  hundred  dollars  each. 

And  they  may,  through  their  President,  or  other  officers  or 
agents,  sell,  dispose  of,  or  negotiate  such  bonds,  or  stock,  or 
both,  within  or  without  this  State,  at  such  times,  and  at  such 
prices  as  may  be  deemed  expedient,  either  before,  during,  or 
after  the  construction  of  said  railway,  and  all  such  sales  and  ne¬ 
gotiations  shall  be  held  legal  and  valid. 

Sec.  9.  The  said  company  shall  annually,  or  semi-annually, 
make  such  dividends  as  they  may  deem  proper  of  the  net  income, 
profits,  or  receipts  of  the  said  company  among  the  stockholders, 
according  to  the  value  of  their  interests. 

The  company  shall  have  power  to  contract  for  the  building 
of  said  railway,  or  any  portion  thereof,  by  their  president,  with 
the  consent  or  approval  of  the  board  of  directors,  or  a  majority 


26 


of  them,  and  power  to  contract  for,  purchase,  and  place  on  said 
railway,  all  machines,  machinery,  rolling  stock,  and  other  prop- 
perty  which  they  may  deem  necessary  for  constructing,  equip- 
ing  and  operating  said  railway  ;  also  power  to  transport  or 
carry  upon  said  railway,  by  force  of  sfeam,  animals,  or  a  com¬ 
bination  of  them,  passengers  and  property  of  all  kinds,  and  may 
fix,  establish  and  receive,  such  rates  of  toll  therefor  as  the 
directors  shall,  from  time  to  time,; establish,  and  shall  carry  and 
transport  the  mails  at  agreed  i^es. 

Sec.  10.  The  said  company  shall  have  power  to  consolidate 
and  connect  its  railway,  ^vjth  any  other  continuous  line  of  rail¬ 
road,  now  authorizodx*Qr  hereafter  authorized,  within  or  without 
this  State,  to  he  constructed  upon  such  terms  as  may  he  agreed 
upon,  and  fin;  that  purpose  full  power  is  hereby  given  to  make 
and  execute  such,  contracts  as  will  secure  the  objects  of  such 
consolidation  or  connection. 

&ECJ.-T1.  The  said  railway  may  be  constructed  in  sections, 
..of  any  prescribed  length,  and  any  portion  so  constructed  may  be 
p'ut  in  operation,  with  the  full  powers  of  collecting  tolls  given 
in  section  nine  (9). 

The  board  of  directors  shall  have  powpr  to  control  and  regu¬ 
late  the  manner  of  transportation  of  persons  and  property,  and 
shall  have  power  to  make,  ordain,  establish  and  execute  all  such 
by-laws,  rules  and  regulations  as  they  may  deem  necessary  and 
expedient  to  fulfill  the  purposes,  and  carry  into  effect  the  pro¬ 
visions  of  this  Act,  and  for  the  well  ordering  and  securing  the 
affairs,  business  and  interests  of  the  company. 

Sec.  12.  Whenever  it  shall  be  necessary  for  the  construc¬ 
tion  of  said  railway  to  intersect  or  cross  the  -track  of  any  other 
railroad,  or  to  cross  any  stream  of  water,  or  water-course,  or 
road,  or  highway,  lying  on  the  route  of  said  railway,  it  shall  be 
lawful  to  construct  said  railway  across,  upon,  or  by  the  side  of 
the  same, 

Provided ,  that  said  company  shall  restore  the  said  road, 
stream,  or  water-course,  in  a  sufficient  manner  not  to  materially 
impair  the  same  in  its  usefulness  ;  and  it  shall  be  lawful  for  the 
incorporate  authorities  of  any  incorporate  city  or  town  through 
which  said  railway  shall  be  located,  to  donate  or  lease  to  said 
railway  company,  as  a  right  of  way,  the  right  to  lay  one  or 
more  tracks  through  said  city  or  town,  or  any  portion  thereof, 
on  any  street,  or  highway,  or  alley. 

Sec.  13.  The  said  company,  and  under  their  direction,  their 
servants,  engineers,  agents,  or  workmen,  are  hereby  authorized 
to  enter  upon  and  into  the  lands  and  grounds  of  the  State,  of 
any  person  or  persons,  or  bodies  politic  or  corporate,  and  survey 
and  take  levels  of  the  same,  or  any  part  thereof,  and  to  lot  out 


27 


and  ascertain  such  parts  as  they  may  deem  necessary  for  build¬ 
ing  said  railway,  with  one  or  more  tracks,  sidings,  and  branches, 
and  for  all  the  purposes  connected  with  said  railway,  to  take, 
appropriate  and  use  any  lands,  to  cut  down  all  timber,  and 
other  trees  within  seventy-five  feet  of  the  centre  line  of  said 
railway,  and,  also,  to  erect,  build,  and  set  up,  in  and  upon  the 
route  of  said  railway,  or  upon  the  lands  adjoining  the  same,  all 
such  works,  banks,  ways,  roads,  and  conveniences  as  may  be 
required  for  the  purposes  of  said  railway,  and  to  widen,  amend, 
repair  and  improve  the  same,  from  time  to  time,  as  may  be  found 
necessary,  and  for  materials  to  build,  ballast  and  repair  the  same, 
or  any  of  them,  and  the  right  of  way  to  said  materials,  the  said 
company  are  hereby  authorized  and  empowered  to  take,  con¬ 
demn,  and  use  the  same,  under  the  provisions  of  an  act  to 
amend  the  law  condemning  the  right  of  way  for  purposes  of  in¬ 
ternal  improvement,  approved  June  22,  1852,  and  any  other 
laws  of  this  State  that  may  be  in  force,  and  in  estimating 
damages  for  the  right  of  way,  or  other  rights  affected  under 
this  act,  commissioners  or  juries  shall  take  into  consideration 
the  benefits  to  be  derived  by  the  owner  or  occupier  of  said  land 
from  the  construction  and  operation  of  said  road. 

Sec.  14.  The  said  company  is  hereby  authorized  to  receive 
and  use  any  subscriptions,  donations  or  gifts,  whether  made  in 
connection  with  the  capital  stock  or  otherwise,  either  in  money, 
land  or  other  values,  or  property,  and  may  issue  shares  of  capi¬ 
tal  stock  therefor. 

Sec.  15.  The  several  counties  in  which  any  part  of  said  rail¬ 
way  may  be  located,  or  that  may  lie  on  or  near  the  line  of  the 
railway,  and  the  several  townships  in  such  counties,  which  have 
adopted,  or  may  hereafter  adopt  township  organization,  and 
the  cities  and  incorporated  towns  in  the  said  counties,  are  hereby 
authorized  to  subscribe  and  take  stock  in  said  company,  upon 
the  application  of  said  company,  for  such  an  amount  as  they 
may  think  proper,  payable  in  bonds,  lands,  or  right  of  way,  and 
subject  to  such  agreements  and  stipulations  as  to  the  route  of 
said  railway,  the  time  of  delivery  and  payment  of  the  bonds,  as 
may  be  agreed  upon. 

Provided ,  that  no  subscription  shall  be  made  by  any  county 
court,  nor  by  the  legal  authorities  of  any  incorporated  city  or 
town,  or  township,  until  after  the  question  of  such  subscrip¬ 
tion  shall  have  been  submitted,  by  order  of  the  county  court,  or 
the  legal  authorities  of  said  city,  town,  or  township,  to  the  legal 
voters  thereof,  at  a  general  or  special  election,  to  be  called,  con¬ 
ducted,  and  returns  made,  canvassed,  and  published  in  the 
usual  manner  of  conducting  elections  in  said  county,  incorpo¬ 
rated  city,  or  town,  or  township  ;  all  such  notices  shall  state  the 


28 


amount  of  such  subscriptions,  that  would  be  submitted  at  such 
elections,  at  which  election  each  voter  shall  vote  a  ticket  upon 
which  is  printed  or  written  “For  Subscription/'  or  “Against 
Subscription/'  and  if  a  majority  of  the  ballots  cast  at  such 
election  shall  be  “  For  Subscription,"  it  shall  be  the  duty  of  the 
county  court,  or  the  legal  authorities  of  such  incorporated  city, 
town,  or  township,  to  subscribe  the  amount  stated  in  the  order 
of  election,  to  the  stock  of  said  company. 

Sec.  16.  Elections  may  be  held  in  any  such  county,  incor¬ 
porated  city,  or  town,  or  township,  upon  the  question  whether 
such  county,  city,  town,  or  township  shall  subscribe  for  any 
specified  amount  of  the  capital  stock  of  said  railway  company, 
whenever  a  petition  shall  be  presented,  as  hereinafter  described, 
and  as  often  as  may  be  required  by  petitioners,  whenever  a  pe¬ 
tition  shall  be  presented  to  the  county  clerk,  signed  by  fifty 
legal  voters  of  any  such  county,  setting  forth  the  amount  of 
stock  to  be  taken  by  such  county,  and  specifying  the  time  for 
holding  such  an  election,  it  shall  be  the  duty  of  the  county  clerk 
of  any  such  county,  to  give  thirty  days'  notice  of  the  time  for 
holding  such  election,  which  time  shall  be  the  same  as  that  spec¬ 
ified  in  such  petition  ;  and  whenever  a  petition  shall  be  pre¬ 
sented  to  the  supervisor  of  any  such  township,  or  to  the  corpo¬ 
rate  authorities  of  any  such  city  or  town,  signed  by  twenty-five 
legal  voters  of  any  such  township,  city,  or  town,  setting  forth 
the  amount  of  stock  proposed  to  be  taken  by  any  such  town¬ 
ship,  city  or  town,  and  specifying  the  time  for  holding  such 
election,  it  shall  be  the  duty  of  the  supervisor  of  every  such 
township,  and  the  duty  of  the  clerk  of  every  such  city  or  town 
to  give  thirty  days'  notice  of  the  time  of  holding  such  elec¬ 
tion  in  such  township,  city  or  town,  which  time  shall  be  the 
same  as  that  specified  in  such  petition,  and  all  such  notices  shall 
be  given  in  the  same  manner,  and  such  elections  shall  be  con¬ 
ducted,  and  returns  made,  canvassed  and  published  in  the  same 
way,  and  at  the  places  provided  for  holding  general  elections  in 
such  counties,  townships,  cities  and  towns,  at  which  elections 
the  qualified  voters  of  the  respective  counties,  townships,  cities, 
and  towns  shall  vote  “  For  Subscription,"  or  “  Against  sub¬ 
scription,"  and  if  a  majority  of  the  votes  cast  at  such  election, 
or  elections,  by  voters  voting  on  that  subject,  be  “For  Subscrip¬ 
tion,"  it  shall  be  the  duty  of  the  county  court,  or  board  of  su¬ 
pervisors,  of  every  such  county,  the  supervisor  and  clerk  of  such 
township,  and  the  corporate  authorities  of  such  city,  or  town, 
to  subscribe  at  once  upon  the  request  of  the  directors  or  corpo¬ 
rators  of  said  company,  the  same  amount  so  voted  for,  and  to 
issue  and  deliver  to  said  company  the  same  amount  as  the  stock 
so  subscribed,  of  the  bonds  of  such  county,  township,  city  or 


29 


town,  as  the  case  may  be,  payable  at  any  time  specified,  not  ex¬ 
ceeding  twenty  years  from  date,  or  sooner,  at  the  option  of  the 
county,  township,  city  or  town  issuing  the  same,  with  interest 
coupons  attached  to  the  same,  at  a  rate  not  exceeding  eight  per 
cent.,  payable  annually,  or  semi-annually. 

Which  said  bonds  shall  be  of  such  denominations,  and  the 
principal  and  interest  payable  at  such  place  or  places,  either 
within  or  without  the  State,  as  may  be  agreed  upon. 

Provided ,  That  at  any  election  held  under  the  provision  of 
this  act,  at  any  other  time  than  the  time  for  holding  general  elec¬ 
tions  for  State  and  county  purposes,  it  shall  not  be  necessary 
for  the  several  boards  of  registry  to  make  a  new  register  of  the 
several  voting  precincts,  but  the  register  made  of  the  legal  vo¬ 
ters  at  the  last  general  election  of  State  and  county  officers, 
may  be  used  ;  and  provided  that  the  vote  of  any  legal  voter 
whose  name  does  not  appear  on  the  said  register,  shall  be  re¬ 
ceived  and  taken  in  the  same  manner  that  unregistered  legal 
voters  are  taken  at  any  general  election. 

Sec.  17.  Any  incorporated  city,  town,  or  township,  or  any 
county  through  or  near  which  the  said  railroad  shall  run,  is 
hereby  authorized  to  donate  and  give,  as  a  bonus  to  the  said 
railway  company,  any  amount  they  may  deem  proper,  upon  such 
terms  and  conditions  as  may  be  agreed  upon  by  and  between  said 
city,  town,  township  or  county  and  the  said  railway  company,  to 
secure  the  building  of  said  railway. 

Provided ,  That  the  authorities  of  said  city,  town,  township, 
or  county,  shall  submit  the  question  when  such  donation  or  bonus 
shall  be  given,  to  the  legal  voters  thereof,  at  a  regular  or  special 
election,  held  after  at  least  thirty  days'  notice,  and  conducted, 
canvassed,  and  returns  made  in  the  usual  manner  and  places ; 
the  amount  proposed  to  be  donated  being  stated  in  the  order  for 
such  election,  and  the  tickets  voted  at  such  election  shall  have 
written  or  printed  on  them,  “  For  Donation,"  or  “  Against  Do¬ 
nation,"  and  if  at  such  election  the  majority  of  the  legal  votes 
cast  shall  be  in  favor  of  such  donation,  it  shall  be  the  duty  of 
the  proper  authorities  of  such  city,  town,  township  or  county, 
to  provide  for  the  payment  of  such  donation  or  bonus. 

And  to  provide  the  means  for  the  payment  of  any  such  sum 
as  may  be  given,  or  agreed  to  be  given,  in  pursuance  of  the  pro¬ 
visions  of  this  Act,  the  said  city,  town,  township  or  county  shall 
issue  bonds  to  said  railway  company,  in  sums  of  not  less  than 
one  hundred  dollars  each,  bearing  interest  at  any  rate  not  ex¬ 
ceeding  eight  per  cent,  per  annum,  and  payable  at  such  times 
and  places,  either  within  or  without  the  State,  as  may  be  agreed 
upon,  which  bonds  may  run  for  any  period  not  exceeding  twenty 
years. 


30 


Sec.  18.  It  shall  be  the  duty  of  the  respective  authorities 
of  the  several  counties,  townships,  cities  and  towns  which  may 
make  such  subscriptions  and  donations,  and  they  are  hereby 
required,  to  levy  and  collect  a  sufficient  special  tax  on  all  of 
the  taxable  property,  both  real  and  personal,  in  such  counties, 
townships,  cities  and  towns,  to  pay  the  interest  annually  or  semi¬ 
annually,  accruing  on  such  bonds,  and  to  discharge  the  princi¬ 
pal  and  interest,  respectively,  thereof. 

Sec.  19.  The  county  courts  of  the  several  counties  through 
which  said  railroad  shall  pass,  are  authorized  and  empowered, 
upon  such  terms  and  conditions  as  they  may  deem  best  for  the 
public  good,  to  grant  and  convey  to  said  railway  company  the 
swamp  lands,  or  any  other  lands  or  property,  real  or  personal, 
belonging  to  such  counties,  to  aid  in  the  construction  of  said 
railway. 

Provided ,  That  in  no  case  shall  such  lands  be  conveyed  to 
said  company,  or  the  title  thereto  vest  in  said  company,  until 
said  railroad  shall  be  completed  into  or  through  the  county 
granting  the  same,  as  may  be  agreed  upon  by  and  between  said 
county  and  said  railway  company. 

Sec.  20.  And  the  said  company  may  lease,  or  purchase,  upon 
such  terms  as  may  be  agreed  upon,  any  other  railroad,  or  parts 
of  railroad,  either  wholly  or  partially  constructed,  which  may 
constitute  or  be  adopted  as  part  of  their  main  line,  and,  by  such 
lease  or  purchase,  they  shall  acquire  and  become  vested  with  all 
the  rights  and  franchises  pertaining  to  such  road  or  part  of 
road,  in  the  right  of  way,  construction,  maintenance  and  work¬ 
ing  thereof. 

And  the  county  court  of  Gallatin  county  is  hereby  authorized 
and  empowered  to  subscribe  to  the  capital  stock  of  this  company 
the  one  hundred  thousand  dollars,  or  any  part  thereof,  hereto¬ 
fore  voted  by  a  majority  of  the  legal  voters  of  said  county,  to  the 
Shawneetown  Branch  of  the  Illinois  Central  Railroad  Company  ; 
and  the  county  court  of  Hamilton  county  is  hereby  authorized 
and  empowered  to  subscribe  to  the  capital  stock  of  this  com¬ 
pany  the  two  hundred  thousand  dollars,  or  any  part  thereof, 
heretofore  voted  by  a  majority  of  the  legal  voters  of  said  county 
to  the  Shawneetown  Branch  of  the  Illinois  Central  Railroad 
Company;  and  the  county  court  of  Jefferson  county  is  hereby 
authorized  and  empowered  to  subscribe  to  the  capital  stock  of 
this  company  the  one  hundred  thousand  dollars,  or  any  part 
thereof,  heretofore  voted  by  a  majority  of  the  legal  voters  of  said 
county,  to  the  Mt.  Yernon  Railroad  Company,  and  it  shall 
not  be  necessary  to  submit  the  question  of  making  the  several 
subscriptions  in  this  section  mentioned  to  the  vote  of  the  legal 
voters  of  the  said  respective  counties,  'provided  that  nothing 


31 


herein  shall  he  so  construed  as  to  prevent  either  of  the  counties 
mentioned  in  this  section  subscribing  any  other  or  larger  amounts 
to  the  capital  stock  of  this  company  than  the  amount  mention¬ 
ed  in  this  section. 

Sec.  21.  This  Act  shall  be  deemed  a  public  act,  and  shall 
be  liberally  construed  for  all  the  purposes  therein  expressed  and 
declared,  and  shall  be  in  force  from  and  after  its  passage. 

F.  CORWIN, 

Speaker  of  the  House  of  Bepresentatives. 

J.  DOUGHERTY, 

Speaker  of  the  Senate. 

Approved  March  10th,  1869. 

'  JOHN  M.  PALMER, 

Governor. 


United  States  of  America, 
State  of  Illinois. 


Office  of  Secretary. 


I,  Edward  Rummel,  Secretary  of  State  of  Illinois,  do  here¬ 
by  certify  that  the  foregoing  is  a  true  copy  of  an  Act  to  incor¬ 
porate  the  St.  Louis  and  South-Eastern  Railway  Company, 
approvod  March  10th,  1869,  now  on  file  in  this  office. 

In  witness  whereof,  I  hereto  set  my  hand  and 
affix  the  Great  Seal  of  State,  at  the  city  of 
[Seal.]  Springfield,  this  21st  day  of  June,  A.  D. 

1869. 

EDWARD  RUMMEL, 

Secretary  of  State. 


